Internal-combustion engine.



0. W. WEI-SS. INTERNAL COMBUSTION ENGINE.

9 APPLICATION FILED MAILB, 1902.

l 1 a, Z 0 a PATENTED MAY *1, 1906.

1o hereof.

3 ble, however, simp y to divide the any convenient line, because of thenecessit UNITED STATES PATENT OFFICE.

CARL W. WEISS, OF BROOKLYN, NEW YORK.

INTERNAL-COMBUSTION E NGIN E.

' Specification of Letters Patent.

rajiented May 1, 1906.

Application filed March 6, 1902'. Serial No, 96,878.

To all whom itdmay concern; v 1

Be it known thatI, CARL W. WEISS, a citizen of the United States,residing in the borough of Brooklyn,- of the city of New York,

5 State of New York, have inventedf certain new and useful Improvementsin Internal: Combustion Engines, of which the following 1s aspecification, reference being bad to the accompanying drawings, forminga part invention relates to internal-combustion or explosive engines ofa Well-known character 1n which atrunk-piston recipro cates in theworking cylinder and in which the air which is mixed with a hydrocarbonvapor to form the explosive charge is compressed by the forward strokevof the .piston within the inclosed crankchamberand is conducted thenceinto the working cylinder through a suitable port formed in .the latter.

In-smaller engines .ofthis type it is entirely practicable to cast theengine-frame, comprising the working cylinder and the crankchamber, inone piece; but in larger engines 2 5 the casting for the frame issolarge and heavy as tomake 1t diflicult to handle, and there-.

fore to make it desirable, if possible, to form the frame in two parts,which are subsequently secured to ether. It is im ractieaameon ofavoiding any joint in the cylinder throug which the trunk-piston movesand of'the further necessityof providing for the requisite ports for theproper conduction of the air and the products of combustion.

7 It is the object of this-invention, therefore, M to provide for theconstruction of such an engine-frarne in ,two arts, while meeting suc- 4cessfully the difficu ties which present them selves, as above sugested.

- The invention be more. fully described hereinafter with reference tothe accom anying drawin s, in which, for purposes 0 illus- I l trationan "expla n ation,- it s represented as embodiedwina convenient andpracticable form.

In the drawings, Figure 1 is a longitudinal verticalsection, on. aslightly irregular but 5 substantially centralplane, of so much of anembodies the present improve engine Whic ment as is necessary to enab ethe same to be understood. Fig. 2 is an end view of the cylinder portionof the engine-frame shown in Fig. 1, the cap over the air-channel-beingomitted. i Fig. 3 is an end view of the crankchamber portion of theengine-frame shown in Fig. l.

The cylinder ortionA of the engine-frame may be of usua form and'construction, except as hereinafter indicated. A waterjacket A isprovided for the'cylinder portion it is wholly formed in or with thecylinder ortion. The forward extension A 'has such ength as is necessaryfor ro er cooperation is ed at a to fit closely within the seat providedtherefor in with thepiston and is the crank-chamber portion, ashereinafter described. .It is also formed with a finished faceorshoulder0/ to fit closely. against the face of the'crank-chamber' portion. Aport and is of ordinary construction," except that orchann'el a isformed in the wall ofthecylinder portion for the admission of the airfrom the crank-chamber into the working cylinder, one orifice of suchport or channel being located'in the finished face or shoulder a,

while the other opens into the working cylinder, as usual. Forconvenience this channel ma be formed partly in a cap a which may beormed se arately." An a1r-port a forthe admission 0 air to thecrank-chamber is formed in the portion a of the cylinder extension A andan exhaust-port a. maybe provided, as usual.

The crank hamber portion B is formed substantially as usual, except thatit is rovided with a seat at b to receive with a c ose fit, theportion-a of the cylinder portion A. It is also provided with a finishedfaceor shoulder 11 to fit closely against the correpass-bolts (notnecessary to be shown) to securel'y unite the two portions. The plane ofmeeting of the cylinder portion an the crank-chamber ortion is indicatedby the vertical dotted hne in Fig. 1.

Theicra'nk-chamber portion B Ina be supported, as usual, upon a subbaseO, w 'ch may e provided with air-inlet ports 0 and c, the

latter being formed in a web a. The division of the subbase by the web cforming cham- 1 I? .the same as usual.

hers, and the provision of the inlets c ands for the chambers,respectively, constitute a convenient muffle for the inrushin-g air.

The trunk piston D may be .formed as usual and connected by a pitinan dwith the crank-pin d of the usual crank-disk (i The operation of theengine is substantially During the forward movement of the piston D theports a and a, as well as ports a", being covered, the air is compressedin the crank-chamber. As the piston approaches the limit of its forwardmovement the air under compression is admitted to the working cylinderthrough the port (1 driving out the dead gases or the previous explosionand filling the working cylinder with air which is mixed with the hydro-I carbon vapor. of the piston the mixture of air compressed in theworking cylinder, and as I the iston approaches the limit of itsrearward movement the port a is uncovered by the piston and air isadmitted to the crankchamber to be compressed during the next forwardmovement of the piston. It will be observed that by the describedconstruction there.is no joint in the cylinder to interfere I with orafiect in any manner the proper action of the piston, while provision ismade for the pro er delivery of'the compressed air to the wor ingcylinder, the proper discharge of the dead gases, and the properintroduction. of a fresh supply of air into the crank-chamber.

I claim as my invention- A frame for an explosive-engine comprising abase, an independent crank-chamber portion formed. with an interior seathaving an air-inlet port in face, and an independeht cylinder portionformed with a finished face to fit the finished face of thecrank-chamber portion and having an extension fitting closely withinsaid seat in the crank-chamber portion with a port arranged to becovered by the piston registering with the air-inlet port in said seat,

said seat and a finished portion having other registering ports in 7their respective finished faces and an exhaust-port in the cylinderportion arranged to be covered by the piston, substantially asdescribed.

This specification signed and witnessed this 27th day of February, A. D.1902.

CARL W. WEIss In presence'of ANTHONY N. 'JESBERA,

